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U.S. Departmentof TransportationFederal AviationAdministration Advisory CircularSubject: Sport ParachutingDate:12/4/13No: Initiated by: AFS - 800 Change: PURPOSE. This advisory circular (AC) provides suggestions to improve sport parachuting safety and disseminates information to assist all parties associated with sport parachuting be conducted in compliance with Title 14 of the Code of Federal Regulations (14 CFR) part 105. It also contains information for jumpers and riggers on parachuting equipment, on airport parachuting operations, jump pilot training, aircraft maintenance programs, parachute rigging, and procedures for Federal Aviation Administration (FAA) authorization for flight operations with a removed or modified door. CANCELLATION.This AC cancels AC 105-2D, Sport Parachuting, dated May 18, 2011. RELATED 14 CFR PARTS AND PUBLICATIONS.The FAA’s primary responsibility with respect to skydiving is the protection of air traffic and persons and property on the ground. Part 105 was developed to accomplish this task.Title 14 CFR. This paragraph describes the 14 CFR parts that are of interest to skydivers, parachute riggers, and jump aircraft pilots. They may be downloaded from the FAA’s website at http://www.faa.gov/regulations_policies/faa_regulations/Since the Federal regulations and other publications may be amended at any time, all FAA regulations, ACs, and other documents are also available for download from the FAA’s website for continued compliance with current requirements.(1)Part 65, Certification: Airmen Other Than Flight Crewmembers. Subpart F concerns parachute riggers, their eligibility requirements, privileges, and performance standards. (2)Part 91, General Operating and Flight Rules. Parachute operators and jump pilots must comply with all applicable sections of part 91. (3)Part 105, Parachute Operations.This part is especially important to parachutists, parachute riggers, and the pilots who fly parachutists, since it contains regulations governing intentional parachute jumping. (4)Part 119, Certification: Air Carriers and Commercial Operators (§ 119.1(e)(6)).Pilots who conduct parachute operations within a 25 statute mile (sm) radius of the airport of departure may conduct them as commercial operations under part 91. Technical Standard Order (TSO) ��AC 105-2E 12/4/13 ��Page 2 Par 3although they may continue to produce parachutes approved under earlier TSO standards. Thest current TSO-C23 document may be obtained from the FAA websitehttp://www.faa.gov/regulations_policies/faa_regulations/.Parachuting Symbols on Charts, Electronic Navigation Equipment, and Related Publications. Having parachuting symbols on aeronautical charts, electronic navigation equipment, and related publications helps alert pilots to the location of parachuting Drop Zones (DZ) and the need for extra caution in those areas. The FAA Aeronautical Information Services(AJV-5) collects, stores, and distributes static parachute jumping activities (PAJA) data for use in FAA publications, charts, and navigation databases.(1)Operators conducting parachute operations should report any additions, deletions, or changesto static PAJA data to the FAA air traffic control (ATC) facility with jurisdiction over the affected airspace. Operators should submit changes as outlined in part 105, § 105.15. (2)ATC facilities that have jurisdiction over the affected airspace should report any additions, deletions, or changes to static PAJA data to AJV-5. At a minimum, includelocation; distance and radial from the nearest ery igh requency omni-directional ange (VOR); maximum altitude; radius; day/time of use; and the ATC frequency. Submit static PAJA changes to the Aeronautical Data, National Flight Data Center (NFDC) ebsite at http://www.faa.gov/air_traffic/flight_info/aeronav/Aero_Data/. BACKGROUND.Parachuting as an FAA-Recognized Aeronautical Activity. Sport parachuting (skydiving) continues to increase in popularity and is an FAA-recognized aeronautical activity even though parachutists are not certificated airmen. As an FAArecognized aeronautical activity, regulations require airports that have received FAA funding to accommodate this activity unless the FAA determines that compatibility issues prohibit parachuting operations a particular airport. FAA Order 5190.6, FAA Airport Compliance Manual, has more information regarding airport obligations. Training, Licensing, and Instructor Rating. Sport parachuting has certain inherent risks for all participants. The FAA encourages sport parachutists to complete formal training courses offered by nationally recognized organizations or organizations that have equivalent training programs. The United States Parachute Association (USPA) is an FAA-accepted, nationally recognized skydiving organization that licenses skydivers in the United States. Many local skydiving clubs, schools, and drop zone operators (DZO) require documentation of experience and competency before using their equipment and/or parachuting facilities. This documentation usually consists of a logbook with endorsements and/or a skydiving license issued by a nationally recognized organization. Parachute Equipment. Parachuting as a sport depends on equipment manufacturers, materials suppliers, parachute riggers, government and military agencies, and other industry professionals. The Parachute Industry Association (PIA) is an international trade association that brings all of these interests together for the purpose of advancing the technology and safety of parachutes and parachuting activities. The PIA creates, publishes, and maintains materials and technical and certification standards relating to parachutes, accessible on their ebsite: http://www.pia.com. ��12/4/13AC 105��Par 5Page SKYDIVERSAFETY.Basic Safety Requirements (BSR).The USPA developed basic safety requirements and information for skydiving activities. These requirements and information are for training, checking equipment, and conducting a wide variety of sport parachuting activities. While not approved by the FAA, the BSRs are considered industry best practices and are widely accepted for use by individuals and parachute centers. The BSRs may be obtained from: The UnitedStates Parachute Association, 5401 Southpoint Centre Boulevard, Fredericksburg, VA 22407. The association’s phone number is (540) 6049740 and the USPA ebsite is http://www.uspa.org.The FAA encourages skydivers to use facilities that conduct their operations in accordance with the USPA BSRs or other similar skydiving association bestpractices.Medical Certificates.While the regulations do not require an FAA medical certification, the FAA urges prospective skydivers to receive a physical examination prior to their first jump and on a periodic basis thereafter. Theskydiver should inform the physician of the purpose ofthe examination.Training Methods.The skydiving industry has developed various methods of firstjump instruction. The FAA recommends that beginning skydivers seek instruction from instructorsthat have met the qualifications set forth by a nationally recognized parachutingorganization.Safety Devices andEquipment.(1)Deployment Assist Device.Section 105.47 requires that all persons making parachute jump with a static line attached to the aircraft and main parachute use an assist device to aid the pilot chute in performing its function. An assist device is also required pilot chute is used in direct deployment of a round, main parachute canopy. The regulations do not require an assist device for direct deployment of a ramair main parachutecanopy.(2)Automatic Activation Device (AAD).An AAD isa selfcontained mechanical electromechanical device attached to the parachute container that automatically releases the parachute closing system when it meets specific parameters, such as exceeding a specific vertical velocity and being at or below a specific altitude. Parachutists may attach this device to the main, reserve, or both. However, it is normally only attached to the reserve. An AAD does not physically open the parachute container or deploy the canopy, but rather initiates the container opening by pulling the ripcord pin or by cutting the container closing loop, allowing the canopy deploy in a similar manner as when pulling the ripcordmanually.(a)The FAA requires that all tandem parachutes have an AAD installed on the reserve parachute. Many skydiving schools and clubs follow USPA BSRs and require the use an AAD for all unlicensedskydivers.(b)The FAA has not established inimum perational erformance tandards (MOPS) or a TSO for AADs. Therefore, the FAA recommends that anyone using an AAD review manufacturer’s reports conforming to the PIA Technical Standard TS120, AADDesign and Testing Report Format, and independent thirdparty reports attesting to the AAD’s performance standard in order to make an educated decision prior to the use of any particular make or model of AAD. The FAA recommends that jumpers using AADs to satisfythe ��AC 10512/4/13��Page Par 5requirements set forth in part 105 purchase them from manufacturers who provide such reports. Each parachute manufacturer approves the installation of the AAD on their equipment.(c)Users of AADs should be aware of the device’s level of reliabilityand its operating limitations, be knowledgeable about the various parameters of the device, and trained on the specific use and setting for the particular AAD. Users should be well informed about the use of the AAD and have access to the manufacturer’sinstructions.(d)Users should understand that AADs are strictly backup devices and are not intended to replace training or timely manual execution of emergency procedures. AADs maymay not initiate reserve parachute deployment at a sufficient altitude, depending upon various combinations ofcircumstances.(e)Jumpers should make a prejump check using the manufacturer’s recommended procedures for proper setting, arming, and operational status verification to ensure the proper functioning of the AAD. This prejump check is usually made prior to boarding the aircraft ensure that it is set at the proper altitude and under current weather conditions to aid accuracy. This is especially important when using an AAD that has selectable or adjustable activation settings, or when the intended landing area is at an elevation different from that of the departure airfield.(f)AADs may have selectable or adjustable altitude activation settings. SomeAADs re preset for the intended type of operation (e.g., Tandem or Student), while others mayuserselectable. The model, version, and settings must be appropriate for the particular type equipment and jump. Different manufacturers may have different arming altitudes, as well different activation altitudes and vertical speeds for the similar settings.(g)Since body position and other factors may cause a delay in the actual parachute opening altitude, the devices should only be used as a backup to manually deploying the reserve parachute. When the situation requires the use of the reserve parachute, the jumper should always manually pull the reserve ripcord using the established procedures for reserve deployment before ever reaching AAD activation altitude. The procedures for deployment ofthe reserve parachute are usually the same whether an AAD is installenot.(h)AAD malfunctions and activations should be reported to the AAD and container manufacturers, as well as to theUSPA.Weather. Strong or gusty winds can be dangerous, especially to student jumpers.addition, skydivers and pilots should ensure adequate ceiling and visibility to maintain the required weatherminimums.Parachute Landing Areas.The FAA recommends that areas used as parachute landing areas remain unobstructed, with sufficient minimum radial distances to the nearest hazard. Theguidelines in the USPA’s BSRs can be used in determining if the landing area isadequate.Water Safety Equipment.Flotation gear should be worn whenever the intended exit point or landing point of a skydiver is within 1 mile of an open body ofwater. ��12/4/13AC 105��Par 5Page Advanced Parachuting.Many of the safety suggestions presented in this AC are intended primarily for the student parachutist, who should make all jumps in a controlled training environment. Individual experience and judgment dictate what additional training should obtained before undertaking more advanced parachuting activities. All parachutists should acquire experience and training before using unfamiliar or highperformanceequipment.Preump Equipment Checks.The parachute system user has primary responsibility for the airworthiness of his equipment at the time of use. Prior to each jump, the user should inspect his equipment for serviceability, including at least general condition, AAD serviceability (seesubparagraph 5d(2)), pilot chute bridle routing, main and reserve pin seating, and Reserve Static Line (RSL) routing andconnection.PARACHUTE OPERATIONS ONTOAIRPORTS.Stipulations for Landing at or Flying Over an Airport.Most parachute operations take place at airports, including having the parachute landing area located on the airportproperty. Section 105.23 requires approval from airport management prior to skydiving onto any airport. However, § 105.23(c) allows a parachutist to drift over an airport with an open parachute without airport management approval as long as the parachutist remains at least 2,000 feet above that airport’s traffic pattern. Airport traffic patterns are generally 1,000 to 1,500 feet above ground level(AGL).Additional Aviation Activities.A large number of airports that accommodate parachute operations also have different kinds of aviation activities taking place simultaneously, including flight training, glider and helicopter operations, emergency medical services, sightseeing operations, and aerobatic practice over or in the immediate vicinity of the airport. Many airports accommodate a large volume of transient traffic during skydivingoperations.Shared Facility Airports.The FAA recommends that shared facility airports have operating procedures so that each activity can operate safely by knowing the procedures foreach of the other activities. Representatives of each type of activity can operate more effectively knowing the procedures for each of the other activities. Representatives of each type airport user group should develop procedures specific to their activity and share these procedures with other user groups. Airport management must ensure that airport policies and procedures are kept current, which can be accomplished via regularly scheduledmeetings with all airport usergroups.(1)Traffic Patterns.With a minimum parachute opening altitude of 2,000 feet AGL (most parachutists open much higher), parachutes are nearly always open 800 feet or moreabove the traffic pattern altitude for any airport. Parachutes descend relatively slowly and are easy for pilots to acquire visually. Parachutists and pilots have a shared responsibility to see and avoid each other. Refer to AC 9066, Recommended Standard Traffic Patterns and Practices for Aeronautical Operations at Airports without Operating Control Towers, for information traffic patterns and parachuteoperations.(2)Parachute Landings on Airports.Airports may designate suitable parachute landing areas. While skydivers attempt to land in such areas, at times there may be inadvertentlandings ��AC 10512/4/13��Page Par 6in other grass or hardsurfaced areas. This could include landings on runways, taxiways, and other hardsurfaced areas. Areas such as runways, taxiways, clearways, and Obstacle Free Zones (OFZ) are not prohibited areas but should not be designated as a primary landing area and should be vacated as soon as practical. Flying a parachute over runways at low altitudes should avoided where possible. The FAA recommends that airport management work with parachute operators to develop standard operating procedures (SOP) for activities conducted parachutists. Airports that receive or have received Federal funding or grant assurances may have additional requirements or restrictions to parachute landing areas. For additional information, refer toOrder 5190.6AC 150/51907, Minimum Standards for Commercial Aeronautical Activities; and AC150/530013, Airport Design.JUMP AIRCRAFT MAINTENANCE AND JUMP PILOTS.Whenever flights are offered forcompensation or hire, the flight is considered a commercial operation under partand Federal regulationsrequire:Aircraft Inspections.The operator must ensure the aircraft is maintained in accordance with part 91, § 91.409 asapplicable:(1)Section 91.409(a) and (b), annual and 100hour inspectionprograms;(2)Section 91.409(d), progressive inspectionprogram;(3)Section 91.409(f)(3), manufacturer’s inspection program;(4)Section 91.409(f)(4), approved inspectionprogram.Aircraft Inspection Quality Assurance (QA).Aircraft operated commercially under part 91 must be inspected by a person authorized to perform inspections under ahour/annual program or an FAAapproved progressive inspection program consistent with the requirements for part 91 operations. Operators must maintain aircraft operated under 14 CFR part 125 or 135 under an FAAapproved maintenance program. The FAA recommends the use of an aircraft status sheet forAdditionalInformation on Acceptable Maintenance Programs.Anyone conducting parachuting operations should contact his or her local FAA Flight Standards District Office (FSDO) for additional information on acceptable maintenance programs. Reviewing aircraft maintenance records can be simplified by the use of an aircraft status sheet (see FigureFAAAircraft Status Inspection List Example). ��12/4/13AC 105��Par 7Page FIGURE 1. FAA AIRCRAFT STATUS INSPECTION LIST EXAMPLE S/NA/Cake and odel (M/M) Name of Airframe and Powerplant (A&PInspection Authorization (, or FAA Repair Station responsible for the inspection of theaircraft: A&P or IA Certificate No. or Repair StationNo.: Inspection/Item Pending Hours:/Date Next Due Annual or Progressive Inspection 100 - Hour Inspection Static System Check Altimeter Check Transponder Check Emergency Locator Transmitter ( ELT ) Battery Airworthiness Directive ( AD ) Number Description Hours/Date Completed Next Due ��AC 10512/4/13��Page Par 8PILOT RESPONSIBILITIES.The pilot in command (PIC) must adhere to all regulations applicable to the operation conducted. This includes, but is not limited to, thefollowing:Pilot Certification, Experience, and Operating Requirements.The PIC is responsible for meeting the certification, proficiency, operating, and experience requirements of, but not limited to, 14 CFR parts 61, 91, and 105. Pilots conducting flight operations for compensationhire are required to possess a Commercial Pilot Certificate with the appropriate ratings for the aircraft being flown and must have a current Class 2 medical certificate orequivalent.Jump Pilot Training.For those DZOs and parachuting operations that do not have nationally recommended jump pilot training program, the FAA recommends that pilots flying aircraft for the purpose of sport parachuting have appropriate initial and recurrenttraining. Thetraining program should include testing to ensure a high level of competence in the jumpaircraft being flown. The training should include at least thefollowing:(1)GroundTraining.(a)Preflight inspection specific to jump aircraft andmodifications.(b)Aircraftlimitations.(c)Weight and Balance(W&B).Takeoffcomputations.Weight shift in flight procedures for exitingjumpers.Landingconfiguration.(d)Lowspeed operations for jumpruns.Maneuvering at minimumspeed.Opening and closing jump door, ifapplicable.Stall recognition andrecovery.(e)Emergencyprocedures.Standard aircraftemergencies.Emergencies caused by jumpactivities.Bailoutprocedures. ��12/4/13AC 105��Par 8Page (f)Aircraft airworthinessdetermination.Maintenance requirements andprocedures.Aircraft Status Inspection List (Figure1).Minimumequipment list (MEL), ifapplicable.Logging maintenancediscrepancies.(g)Parachute packing in compliance with §(h)surface and airspacefamiliarization.(i)Descentrocedures.Aircraft bestglide speed for enginefailure.AAD activation considerationswith skydiversboard.(2)FlightTraining.(a)Takeoffs and landings with representativeloads.(b)Center of gravity (CG) shift with jumperexit.(c)Stallspin prevention andrecovery.(d)Configuration for jump run and jumper exitincluding procedures for tailstrikeavoidance.(e)Skydive aircraft formation flying (if applicable), in accordance with USPA Formation Flying 101 guidance.W&B Procedures.The PIC is solely responsible for assuring that the aircraft being flown is properly loaded and operated so that it stays within gross weight and CG limitations. The PIC should obtain additional aircraft station position information (loading schedule) for future W&B computations. The PIC is also responsible for reviewing these records and the flight manual to gain familiarity with an aircraft’s W&B procedures and flightcharacteristics.Computing W&B.The PIC must include the followingfactors:(1)The maximum allowable gross weight and the CGlimitations.(2)The currently configured empty weight and CGlocation.(3)The weight and CG location prior to eachflight.(4)The weight and location of jumpers during each phase of the flightin order to ensure that the aircraft stays within CG limits. The PIC must remain aware of CG shifts and theireffects on aircraft controllability and stability as jumpers move into position for exiting the aircraft and as theyexit. ��AC 10512/4/13��Page Par 8Operational Requirements.The PIC is solely responsible for the operational requirements of parts 91 and 105, including compliance with the special operating limitations and placards required for flight with the door open or removed. The PIC is also responsible for ensuring that each occupant has been briefed on operation of his or her restraint system, procedures for ensuring aircraft W&B stays within limits while jumpers exit, and proceduresavoid tailstrikes.Suitable Placards.Placards should be located in the aircraft to help the pilot inform jumpers of the maximum approved loading and weight distribution. These placards shouldlocated where anyone boarding the aircraft can see them. They should also clearly show the maximum approved seating capacity and the loaddistribution.Seatbelts and Approved Loading.Section 91.107(a)(3)(ii) permits persons aboardaircraft for the purpose of participating in sport parachuting activities to use the floor of the aircraft for a seat. However, among jump aircraft there are a wide ariety of seats, benches, troopseats, and floor seating arrangements. In all cases, each person must have access installationapproved seatbelt. See Appendix 3, Seats and Restt Systems, for additional information describing seat and restraint system configurations. The maximum number skydivers is determined by that aircraft’s W&B limitations, aslong as there is a seatbelt restraint for each skydiver. The approved number of skydivers that each aircraft can carry for parachute operations will most commonly be found on FAA Form 337, Major Repair and Alteration (Airframe, Powerplant, Propeller, or Appliance), used for field approvals, aircraft Supplemental Type Certificate(STC).Oxygen.Pilots must use oxygen when flying above 14,000 feet mean sea level (MSL). Operators must provide oxygen to occupants when the jump plane is above 15,000 feet MSL. Above 25,000 feet MSL, occupants should use pressuredemand oxygen systems. Highaltitude jumps should be made only after becoming familiar with the problems and hazards created low temperatures, lack of oxygen, and the various types of oxygen equipment. Jumpers should not attempt highaltitude jumps without an adequate supply of breathing oxygen (refer§ 91.211). Also, pilots must use oxygen while flying between 12,500 to 14,000 feet MSL for duration of over 30 minutes.Altitude Reporting.Pilots report altitudes in feet aboveMSL.PARACHUTE OPERATIONS IN DESIGNATED AIRSPACE.Section 105.25contains information on the ATC authorization and notification process (see Appendix 1, Table Location of Jump Authorization orNotification).Parachute Operations Restrictions.No person may conduct a parachute operation,and o PIC of an aircraft may allow a parachute operation to be conducted from thataircraft:(1)Over or within a restricted or prohibited area, unless the controlling agency ofthe area concerned has authorized that parachuteoperation;(2)Within or into a Class A, B, C, or D airspace area without, or in violation ofthe requirements of, an ATC authorization issued under § 105.25; ��12/4/13AC 105��Par 9Page(3)Within or into a Class E or G airspace area (except as provided in subparagraphs9c and 9d), unless the ATC facility that has jurisdiction over the airspace at the first intended exit altitude receives notification of the parachute operation no earlier than 24 hours before and no later than 1 hour before the parachute operationbegins.Request for a Parachute Operation Authorization or Notification.Submit each request for a parachute operation authorization or notification required under this section to the ATC facility that has jurisdiction over the airspace at the first intended exit altitude andinclude the information prescribed by §105.15(a).Notification of Parachute Operations.For the purposes of subparagraph9a(3), ATCfacilities may accept a written notification from an organization that conducts parachute operations and lists the scheduled series of parachute operations over a period of time not longer than 12 calendarmonths. The notification must contain the information prescribed 105.15(a) (see Appendix 1).Armed Force.Subparagraph 9a(3) does not apply to a parachute operation conducted a member of a Department of Defense (DOD) armed force within a restricted area that extends upward from the surface when that area is under the control of the DOD armedforce.JUMPS OVER AND INTO CONGESTED AREAS AND OPENAIR ASSEMBLIES PERSONS.OffAirport Jumps.A skydiver may make parachute jumps away from theusual airport parachute school, club, or center location, as long as landowner permission is obtained for the offairport location.Certificate of Authorization (COA).Section 105.21(a) requires an FAA COA in order to conduct a parachute operation over or into a congested area of a city, town, or settlement, an openair assembly of persons. The responsible person of the proposed jump must obtain his COA from the FAA FSDO that has jurisdiction over the site where the jump is proposedsubmitting an application, FAA Form 77112, Certificate of Waiver or Authorization Application. A copy of FAA Form 77112 and information on filling out this form can obtained from the local FSDO or downloaded from http://www.faa.govAn application for COA should be submitted at least 10 businessdays in advance of the intended jump date allow time for processing. Approvalor denial of the application must be completed within businessdays of receipt by theFSDO.AUTHORIZATION AND NOTIFICATION REQUIREMENTS FORPARACHUTE OPERATIONS.Whether regulations require verbal or written authorization or COA(FAAForm 7711Certificate of Waiver or Authorization) for a parachute operation depends upon the type of airspace involved and the area where the parachutist intends to land. Theairspace and landing area will determine the requirements. Parachutists and pilots can use Appendix 1 to determine what authorization or notification requirements are necessary for various types of jumps. The FAA recommends that anyone establishing a permanent temporary jump site contact the ATC facilities nearest the site as early as possible. ATC personnel are in the best position to provide information on arrival and departure routes, airspace ��AC 10512/4/13��Page Par 11classifications, and other airspace operations that may affect the safe and efficient flow parachuting operation. If you are uncertain of the requirements after looking at Appendix 1, contact your local FSDO and/or ATC facility for additional information.EXHIBITION JUMPS AT OFFAIRPORTLOCATIONS.Parachute Landing Areas.The FAA requires the following size areas when issuing COA for parachuting operations conducted over or into a congested area or an openair assembly ofpersons.(1)Open Field.An open area, no less than 500,000 square feet (e.g., approximately feet by 710 feet, or dimensions with a sum total that equals or exceeds 500,000 square feet) that will accommodate landing no closer than 100 feet from spectators. Allows a jumper todrift over the spectators with sufficient altitude (250 feet)so as to not create a hazard to persons property on theground.(2)Level I.An open area that will accommodate a landing area no smallerthansquare feet (e.g., approximately 500 feet by 500 feet, or dimensions with a sum total that equals or exceeds 250,000 square feet) and which will accommodate landing no closer thanfeet from spectators. Allows a jumper to pass over the spectators no lower than 250 feet, including the canopy and all external paraphernalia. Many open field athletic areas and airport operational areas constitute Level I landing areas.(3)Level II.An open area that will accommodate a rectangular, square, oval, orroundshaped landing area of approximately 5,000 square feet for no more than fourjumpers, with atleast 50 feet in width. Also accommodates an additional 800 square feet minimumforeach additional jumper over four for any jumper landing within 30 seconds of the last of anyfour jumpers. This permits jumpers to land no closer than 15 feet from spectators and to pass over the spectators no lower than 50 feetincluding the canopy and all externalparaphernalia.(4)Stadium.evel II landing area smaller than 450 feet in length by 240 feet in width d bounded on two sides or more by bleachers, walls, or buildings in excess of 50 feethigh.(5)Other Landing AreaConsiderations.(a)A landing area that exceeds the maximum dimensions of a Level I landing area, that permits a parachutist to drift over a congested area or openair assembly with a fully deployed and properly functioning parachute (if the parachutist is at sufficient altitude to avoid creating a hazard to persons and property on the ground) and that has no other safety concerns would likely not require a COA as required by §105.21.(b)Any parachute jumping demonstration planned in conjunction with a public aviation event will require a COA with appropriate special provisions as required by § 105.21, even if the landing area exceeds the maximum dimensions for a Level I area. A parachute jumping demonstration planned in conjunction with a public aviation event is one that takes place any time after the first spectator arrives for the event thatday. ��12/4/13AC 105��Par 12Page (6)Tandem Jump Demonstrations.Only tandem instructors, rated by the USPA authorized by the FAA General Aviation and Commercial Division (AFS800), Federal Aviation Administration, Flight Standards Service, 800 Independence Avenue SW, Washington, DC 20591 may conduct tandem demonstrations. Tandem jumps may be authorized asfollows:(a)Tandem jumps into open field and Level I landing areas do not require any previous jump experience for thepassenger.(b)Tandem jumps into Level II areas require the passenger to have aUSPA categoryD license with a ProfessionalExhibition (PRO)Rating(7)Alternate Landings Areas.Regardless of the parachutists’ experience, “runoffs”escape areas must beidentified.(8)Intentional Cutaway.Cutaways may not be performed if the cutawayequipment will drift into the spectatorarea.Qualification and Currency Requirements.In addition to landing area size requirements, the FAA also imposes qualification and currency requirements. The FAA recognizes and accepts USPA licenses and ratings found in the parachutist’s license andrecent experience requirements that are established in FAA Order 8900.1, Volume 3, Chapter 6, Section1, Issue a Certificate of Waiver or Authorization for an Aviation Event, located http://fsims.faa.gov.In accordance with Order 8900.1, parachutists and instructors who arenot members of the USPA and who wish to participate in a demonstration or exhibition jump over into a congested area must present satisfactory evidence of the experience, knowledge, and skill equivalent to that required by the USPA and must have a letter of approval from AFSPARACHUTE EQUIPMENTRULES.Parachute.Title 14 CFR part 1, § 1.1 defines a parachute as a device used, or intended be used, to retard the fall of a body or object through the air. For the purposes of this AC, parachute assembly normally, but not exclusively, consists of the following majorcomponents: a canopy, a deployment device, a pilot chute and/or drogue,risers, a stowage container, harness, and an actuation device (ripcord). There are, of course, some lesser parts associated with these major components such as connector links, bridles, and hardware. The term “pack,” when used in this AC, refers to the complete harnesscontainer system, including the main parachute container, plus the reserve parachute and associated components. Except for anRSL (if installed), it does not include the main canopy, main risers, or components that depart with the main canopy if it is jettisoned. If a container is designed to be easily disconnected from its harness (for storage or transport, for example), the term “pack” refers to the container/canopy assembly by itself, without the harness.Parachute Harness.Section 105.43 requires a solo parachutist making an intentional jump wearing a singleharness dualpack parachute to have at least one main parachute and one approved reserve parachute. For tandem jumps, the parachute system defined in § 105.3 includes main parachute, a reserve parachute, a harness and dual parachute container, an AAD, and forward harness for a passenger parachutist. For both solo and tandem parachutists, theharnesses ��AC 10512/4/13��Page Par 13(including the forward harness of a tandem system) and reserve parachute packs must beapproved types, but the main parachutes do not need approval. The following are examples ofapproved parachutes as defined in § 105.3:(1)Parachutes Manufactured nder TSOC23.This TSO prescribes the minimum performance and QA standards for personnel parachutes that are carried aboard civil aircraftby skydivers for emergency use, including reserve parachutes used for intentional jumps. Themanufacturer must meet these standards before labelingits parachute or components complying with theTSO.(2)Demilitarized or Military Surplus Parachutes.Military personnelcarrying parachutes (other than highaltitude, highspeed, or ejection kinds) identified by militarydrawing number, military order number, or any other military designation or specification.These parachutes are often referred to as demilitarized or military surplusparachutes.Assembly of Major Components.The assembly or mating of approved parachute components from different manufacturers may be made by a certificated, appropriately rated arachute rigger in accordance with the parachute manufacturer’s instructions and without further authorization by the manufacturer or the FAA. Specifically, when various parachute components are interchanged, the parachute rigger should follow the canopy manufacturer’s instructions as well as the parachute container manufacturer’s instructions. However, the container manufacturer’s instructions take precedence when there is a conflict between thetwo.(1)Assembled parachute components must be compatible. Each component of the resulting assembly must function properly and may not interfere with the operation of the other components. Forexample:(a)Do not install a canopy of lesser or greater pack volume than the intended design criteria for the specific size of container, since it could adversely affect the proper functioning the entire parachuteassembly.(b)A TSO’d canopy may be assembled with a demilitarized harness, or vice versa,long as the assembled components comply with the safety standard of the originaldesign.(c)In cases where a main canopy that is already mounted on risers is assembled existing harness/container system, ensure that the completed assembly functions correctly.Refer to the manufacturer’s instructions to see if and how the RSL (if installed) may deactivated when equipment configuration does not permit itsuse.(2)Any questions about the operation of the assembly should be resolved by actualtests by the rigger to make certain the parachute is safe for emergencyuse.(3)For a singleharness parachute system, the strength of the harness must always equal to or greater than the maximum force generated by the canopy during certification tests. The rigger who assembles the system should record these limits in a place accessible to the user when he or she dons the assembly. Some manufacturers may also specify minimum weights speeds for safeoperation. ��12/4/13AC 105��Par 13Page (a)The maximum operating weight and maximum pack opening speed components manufactured under TSOC23c, TSOC23d, and TSOC23f are marked onthe componentsthemselves.(b)In the case where either the harness or canopy of a singleharness system certified under TSOC23b and the manufacturer has not specified operating limits, derive the maximum pack opening speed for that component from the strength test table in the National Aerospace Standards Specification (NAS)Parachutes.For the maximum operating weight of the TSOC23b component, use the highest weight in the table less than or equal to the maximum operating weight of the other component and use the corresponding speed in the table as the maximum pack opening speed the TSOC23bcomponent.For the maximum pack opening speed of the TSOC23b component, usethe highest speed in the table less than or equal to the maximum pack opening speed of the other component and use the corresponding weight in the table as the maximum operating weight the TSOC23bcomponent.(4)For tandem systems, there may be additional limits for eachharness.AAD Installation.The FAA accepts the installation (addition of pockets, channels, guides, etc., required for the AAD assemblage in the parachute container) of each make/modeAAD as part of the paperwork that is submitted by the parachute manufacturer during the TSO approval for parachute harness/container systems. The TSO approval by the FAA and theAAD approval by the manufacturer (mentioned, for example, in § 105.43(b)) are for the installation only, and are based on AAD operation not interfering with normal function of theparachute. retrofit installation, or installation of a make or model AAD other than those specifically authorized for use by the parachute manufacturer for a particular TSO or Military Specifications (MILSPEC)approved parachute, constitutes an alteration to that parachute (see paragraph 16). Manufacturer and retrofit installationare done in consultation and agreement with the AAD manufacturer, and in accordance with established test procedures such as PIA Technical Standard (TS)112, Harness/Container AAD Installation Test Protocol.Instructions for Maintenance, Repair, or Alteration of Specific Parachutes.These instructions may be available by contacting manufacturers. Many manufacturers provide their manuals online through their ebsites. The PIA ebsite, http://www.pia.com,provides a good starting point for searches. When such instructions are not available, The Parachute Manual, Volumes I and II (Dan Poynter, 1991) and FAA17, Parachute Rigger Handbook, set out commonly accepted repair practices. The Parachute Manual and The Parachute Rigger Handbook can be purchased from commercial booksellers; The Parachute Rigger Handbook also available for download at:https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/Parachutist’s Handling of Equipment.The user of a parachute system may perform simple assembly and disassembly operations necessary for transportation, handling, orstorage between periods of use if the parachute’s design simplifies such assembly and disassembly without the use of complexoperations. ��AC 10512/4/13��Page Par 13Removal of Pilot Chute.A certificated senior or master parachute rigger may remove the pilot chute from a frontmounted (e.g., chesttype) reserve parachute if the canopy does not use a diaper, bag, or other deployment device. When complete, the parachute must have theplain marking, “PILOT CHUTE REMOVED.” This kind of parachute can be used for intentional jumpingonly.Extra Equipment.The FAA does not consider the attachment of an instrument panel, knife sheath, or other material to the exterior of the parachute assembly an alteration. If attaching any extra equipment, take care not to impair the functional design of thesystem.PARACHUTEPACKING.ReserveParachutes.(1)A certificated and appropriately rated parachute rigger must pack thereserve parachute.(2)Visiting foreign parachutists jumping parachute systems that the FAA has not approved must have their reserve parachutes packed by someone acceptable to theforeign parachutist’s Civil Aviation Authority (CAA) or by a FAAcertificatedrigger.(3)The certificated and appropriately rated parachute rigger must pack the reserve parachute within 180 days before the date of use if the parachute system is made of materials substantially resistant to mold, mildew, or other rotting agents, or within 60 days of the date useotherwise.(4)A parachute user must ensure that an AAD is maintained in accordance with themanufacturer’s instructions and service requirements. When a rigger packs a reserve parachute, the rigger is only certifying that it meets all safety requirements on the day it is packed; therefore, riggers should note any maintenance or battery replacement due date(s) on the packing data card so that users are able to determine AAD airworthiness and ensure conformance to the regulations. AADs are to be installed in accordance with the harness/container manufacturer’s instructions.(5)Only the rigger who did the packing, and whose seal is removed to permitscheduled or unscheduled maintenance or repairs to the reserve container, may open, reclose, and reseal (e.g., AAD service or closing loop adjustment) within the 180ay or 60day period subparagraph14a(3).Main Parachutes.Main parachutes must be packed within 180 days before the dateuse and be packed by any certificated parachute rigger or a person working under the direct supervision of a certificated parachute rigger. The person making the next jump (including tandem parachutist in command, but not the passenger parachutist) may also pack the main parachute. ��12/4/13AC 105��Par 15Page PARACHUTEREPAIRS.Major Repair.A major repair, as defined in § 1.1, is a repair that, if improperlydone, might appreciably affectairworthiness.Minor Repair.A minor repair is a repair other than a majorrepair.Major or Minor Repair Determination.When there is a question about whether particular repair is major or minor, follow the manufacturer’s instructions. In the absence ofthe manufacturer’s instructions, riggers should use the FAA’s Parachute RiggerHandbook (FAA17) and Poynter’s Parachute Manual Volume I and II as guides. If the procedure calls for a master rigger, it should be considered a major repair. If the procedure allows for senior rigger, it should be considered a minor repair.(1)The same kind of repair may beclassed as major or minor depending on size proximity to key structural components. For example, a basic patch maybe a minor repair is small and away from seams, but may be a major repair if it is large or adjacent to aseam.(2)The same kind of repair may be classed as major or minor depending on whether done to an approved or unapproved component. For example, replacement of a suspension line on a reserve canopy is usually a major repair, while replacement of a suspension line main canopy is generally considered a minor repair (even if the identical technique required forboth replacements).(3)If an operation results in an approved configuration, the operation is considered pair. For example, if a parachute system is approved with and without an RSL, then removing or replacing RSL components is a repair that maybe major or minor depending whether, if improperly done, it might appreciably affect airworthiness. Similarly, resizing harness, when the original design permits a range of sizes, is a repair when the resized harness remains within the permittedrange.(4)Only an appropriately rated master rigger or a manufacturer of approved parachute components may make major repairs. The manufacturer may designate certain repairs to bedone only by the manufacturer or the manufacturer’sdesignee.PARACHUTEALTERATIONS.Configuration.Alterations are changes to a parachute system configuration that the manufacturer or the manufacturer’s supervising FAA Aircraft Certification Office (ACO) hasnot approved. Examples include removing a deployment device from a reserve canopy, adding harness fittings to permit attaching an additional canopy, using nonstandard repair materials techniques, or installation of a specific make/model AAD when the manufacturer has not authorized such changes. Changes that result in an approved configuration are considered repairs (see paragraph15).Approval.An alteration to an approved parachute system mustbe done in accordance with approved manuals and specifications and only by thosewith specific authorization perform that alteration. Specific approval is not needed for the method of altering aTSO’d ��AC 10512/4/13��Page Par 16main parachute canopy. A person seeking authorization to alter an approved parachute system should proceed as follows:(1)A person qualified to alter a parachute (as listed below) should contact his or herlocal FAA FSDO inspector to discuss the proposed alteration. The applicant should be prepared show the inspector the nature of the alteration by using a sample assembly, sketch, or drawing and be prepared to discuss the nature of the tests necessary for showing that the altered parachute meets all applicablerequirements.(2)The inspector will review theproposal with the applicant and a plan of action will agreed(3)The applicant will then prepare an application, in the format of a letter, addressedthe local FSDO. Attach all pertinent data. The data shouldinclude:A clear description of thealteration;Drawings, sketches, or photographs, ifnecessary;Information such as thread size, stitch, pattern, materials used, and locationaltered components;andSome means of identifying the altered parachute (model and serialnumber).(4)The FSDO aviation safety inspector (ASI) may send an alteration to the ACO for review if the ASI is not experienced in parachute alterations. When satisfied, the inspectorwill indicate approval by date stamping, signing, and placing the FSDO identification stamp on the letter ofapplication.(5)Only a certificated and appropriately rated master parachute rigger, a current manufacturer of approved parachute systems or components, or any other manufacturerthe Administrator considers competent may perform alterations to approvedparachutes.MATERIALS USED FOR REPAIRS TO TSOAPPROVEDCOMPONENTS.Material Quality.Materials used for repairs to TSOapproved components including, not limited to, fabric, suspension line, tape, webbing, thread, and hardware, must meet the same specifications, requirements, and certifications of the original materials used by the manufacturer. ��12/4/13AC 105��Par 17Page (and 20)Parachute Fittings.Hardware may be reconditioned and reused, as long as it complies with subparagraph 17a. However, the plating or replating of loadcarrying parachute fittings may cause hydrogen embrittlement and subsequent failure under stress unless the plating is done properly. Chromeor nickelplated harness adjustment hardware may also have a smoother finish than the original and may permitslippage.JohnBarbagalloDeputy Director, Flight Standards Service ��12/4/13 AC 105-2E Appendix 1 ��Page 1 (and 2) PPENDIX 1. TABLE OF LOCATION OFJUMP AUTHORIZATION NOTIFICATION Location of Jump Kind of Authorization Required When to Apply or Notify Where to Apply or Notify Title 14 CFR Section Reference Over or onto any airport Prior approval Prior to jump Airport management § 105.23 In or into Class E or G airspace Air Traffic Control (ATC) notification Between 24 hours and 1 hour prior to jump ATC facility having jurisdiction § 105.25 In or into Class A, B, C, or D airspace ATC authorization (see Note) Prior to jump ATC facility having jurisdiction § 105.25 Over or within a restricted or prohibited area Prior authorization Prior to jump Controlling agency, as noted on sectional chart § 105.25 Over or into a congested areaor open-air assembly of persons FAA Form 7711-1, Certificate of Waiver or Authorization 10 business - days prior to jump Flight Standards District Office (FSDO) having jurisdiction over the area where jump is to be made § 105.21 Note: Verbal authorization normally issued. ��12/4/13 AC 105-2E Appendix 2 ��Page 1 (and 2) APPENDIX 2. OPERATION OF AIRCRAFT WITH DOOR REMOVED OR MODIFIED FORPARACHUTING OPERATIOOperating Limitations Revision. The previous revision, Advisory Circular (AC) 105-2D, Sport Parachuting, Appendix 2, provided a list of aircraft that have Federal Aviation Administration (FAA)-approved door open or removal procedure authorization with operating limitations. That list did not include all the aircraft currently used in skydiving operations. Instead of continuing with the use of that list, contact your local Flight Standards District Office (FSDO) for information on getting an authorization to operate your aircraft with the door removed and/or a door modified to open/close in flight. Aircraft that have approved procedure and operating limitations in their FAA-approved Aircraft Flight Manual (AFM) or an FAA-approved Supplemental Type Certificate (STC) may operate in accordance with those documents. Operation with Modified or Removed Door.Any aircraft type, utility/normal category model that has had FAA-approved data used for skydiving operations or door removal can be considered.Required Data. It is the responsibility of the applicant to supply the FAA aviation safety inspector (ASI) with any data necessary to have his or her aircraft approved to operate with a door removed or a door modified to open/close in flight during jump operations. If the aircraft is altered and operated in accordance with an STC, no other limitations are required. Approved Data. Many aircraft have jump door and/or restraint systems approved type certificate (TC), STC, or field approval. Aircraft that have not been FAA-approved TC, STC, or field approval must have the required data to address the alteration from a Designated Engineering Representative (DER), Organization Designation Authority (ODA), or other FAA-approved data. This data will allow the owner/operator the ability to apply for a field approval or one-time STC for that aircraft.Previously Approved Field Approvals. Applicants can present a previously FAA-approved field approval for jump door, handles, step, and skydiver restraint systems as data for the field approval process if the FAA-approved data are for the same aircraft make, model, and series (M/M/S).Field Approval Process. Applicants need to follow the latest guidance found FAAOrder 8900.1, Volume 4, Chapter 9, Selected Field Approvals, for a field approval process. This guidance can be found at http://fsims.faa.gov.Any changes to the flight manual require FAA and Aircraft Certification Office (ACO) approval. Applicants must include placards and skydiver restraint systems in the continued airworthiness instructions covering the repair of placards, restraint system components, steps, handles, jump doors, etc. Installation, removal, and inspection of installed equipment will be entered in the aircraft maintenance records, including the inspection checklist for the installation and operational check of restraint systems. ��12/4/13 AC 105-2E Appendix 3 �� Page 1 APPENDIX SEATS AND RESTRAINT SYSTEMSSeating Configuration and Restraint System Safety.Not all seating and restraint system configurations used in jump aircraft provide the same level of safety in the event of emergency landing. This appendix provides general information concerning the relative safety of commonly used seating configurations and restraint systems. These safety assessments are based on available research data and inserviceexperience.General Information. Quick Release Track Fittings.Single stud quick release track fittings have been shown to release from the track at dynamic loads much lower than their rated strength. Dual stud quick release fittings did not exhibit this behavior in dynamic tests. Therefore, dual stud quick release fittings of the type shown in Figure 2, Dual Stud Quick Release Track Fitting, provide a much more reliable restraint anchorage than single studfittings.Lap Belts. Lap belts are only effective if there is a solid support surface behind the occupant, such as a seat back, aircraft sidewall, or bulkhead. Otherwise, a tether restraint that attaches to the parachute harness provides more effectiverestraint.Restraint for AftFacing Parachutists. Research has shown that to restrain aftfacing parachutists, the most effective point to attach a tether restraint to a parachute harness is at the junction of the leg straps, main lift web, and the horizontal back strap. Figure 3, Tether Restraint Usage, illustrates this attachment method, in which the tether loop encircles the junction passing between the main lift web and the horizontal back strap, and between the upper leg strap and the lower leg strap. One way to achieve this is to route the tether loop under the upper leg strap, then under the main lift web before latching the loop, as depicted in Figure 4, Pass Tether Loop Under Upper Leg Strap; Figure 5, Pass Tether Loop Under Main Lift Web; and Figure 6, Latch Tether Loop Around Parachute Harness. Since these two components of the harness are easily accessible by the wearer, this attachment method should not be prone misuse. It also provides more effective restraint than attaching at other points on the parachute harness since the restraining force is applied near the seated occupant’s center of gravity(CG).Restraint Belts or Tethers.Past experience and testing have shown the validity of attaching a restraint belt(s) or tether(s) to the parachute harness as part of the overall integrated restraint system. However, most manufacturershave not tested their parachute harness configurations to see if they can accept the load vectors that would be experienced during the actual use of this type of restraint configuration. Because of this, any parachute harness that has been subjected to actual use as part of an integrated restraint system must be removed from service and inspected by the manufacturer or a parachute rigger designated by themanufacturer to determine the continued airworthiness of the parachute harness. If the inspection shows that the harness is Airworthy, it may be returned toservice. ��AC 10512/4/13Appendix 3��Page Specific Seating/RestraintConfigurations.SideFacing.Conventional sidefacing bench seats employing dual point lap belts aresuperior means of carrying parachutists in aircraft large enough to accommodate them. They offer the advantages of being simple to use and can be designed to provide significant vertical energyabsorption.RearFacing FloorSeating.(1)Restraints are more effective if attached to the floor instead of the sidewall. Onlyuse sidewall attachments if floor attach points are notavailable.(2)Effectiveness is increased if overall tether length is kept as short as possible andthe tether attachment to the aircraft is aft of the harness attachmentpoint.(3)Single point, single tether restraints are notrecommended.(4)Dual point, dual tether restraints offer superior restraint compared to single point, single tether restraints. This restraint method consists of two straps, each connecting the parachute harness to the aircraft floor on both sides of the parachutist as shown in Figure 7, Tether Restraint Attachment o Floor or RearFacing Floor SeatsFigure 8, Dual Point, Dual Tether Restraint Configuration or RearFacing Floor Seatsand Figure 9, Dual Point, Dual ther Restraint Attachment o Floor or RearFacingStraddle.RearFacing on StraddleBench.(1)Straddle benches can offer more occupant crash protection than floor seatingsince they can be designed to provide significant vertical energyabsorption.(2)As with floor seating, restraints are more effective if attached to the floor insteadthesidewall.(3)Restraint effectiveness is improved if the tether strap is attached to the floor suchthat it is at an approximately 45degree angle, as shown in Figure(4)Singlepoint, single tether restraints are not veryeffective.(5)Dual point, dual tether restraints offer superior restraint compared to single point, single tetherrestraints. ��12/4/13AC 105Appendix 3�� Page FIGURE 2. DUAL STUD QUICK RELEASE TRACK FITTINGFIGURE 3. TETHER RESTRAINT USAGE ��AC 10512/4/13Appendix 3��Page FIGURE 4. PASS TETHER LOOP UNDER UPPER LEG STRAPFIGURE 5. PASS TETHER LOOP UNDER MAIN LIFT WEB ��12/4/13AC 105Appendix 3�� Page FIGURE 6. LATCH TETHER LOOP AROUND PARACHUTE HARNESSFIGURE 7. TETHER RESTRAINT ATTACHMENT TO FLOOR FOR REARFACING FLOOR SEATS ��AC 10512/4/13Appendix 3��Page FIGURE 8. DUAL POINT, DUAL TETHER RESTRAINT CONFIGURATION FOR REARFACING FLOOR SEATSFIGURE 9. DUAL POINT, DUAL TETHER RESTRAINT ATTACHMENT TO FLOOR FOR REARFACING STRADDLE Advisory Circular FeedbackIf you find an in this us know Date: _____________________ Please check all appropriate line items: An error (procedural or typographical) has been noted in paragraph ____________on page Recommend paragraph _____________ on page __________ be changed as follows: ______________________________________________________________________ ______________________________________________________________________ In a future change to this AC, please cover the following subject: (Briefly describe what you want added.) ____________________________________________________________________________________________________________________________________________ Other comments: ______________________________________________________________________ ______________________________________________________________________ I would like to discuss the above. Please contact me. 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